Posts Tagged ‘Matra MS650’

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(Jarnoux)

Jack Brabham and Francois Cevert ecstatic after winning the 1970 1000 Km of Paris at Montlhery on 18 October, Matra MS660…

Its interesting to look at the absolute delight they have and reflect on their relative careers right then and there; for Jack it was his last ‘International’ win before his ‘retirement’. Yes he did have a few appearances in touring cars in Oz in the 1970’s, not to forget his works Porsche 956B drive at Sandown’s World Endurance Championship race in 1984 but in reality 1970 was ‘it’ after a long, vastly successful career.

For Francois it was the year he broke into F1, Johnny Servoz-Gavin’s premature retirement with an eye injury gave Francois his opportunity in Ken Tyrrell’s March 701, one he embraced with both hands and capitalised upon. The world was at the talented Frenchman’s feet.

I wrote articles about Jack’s 1969/70 seasons and Francois’ early years, click on these links to read the articles which remain amongst my ‘most read’; https://primotipo.com/2014/09/01/easter-bathurst-1969-jack-brabham-1970-et-al/ and; https://primotipo.com/2014/11/07/francois-cevert-formative-years/

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Brabham in the works Aston DBR1 he shared with Stirling Moss at the Nurburgring 1000Km in 1958, JB very much in a support role that day (unattributed)

I don’t think of Jack as a sportscar driver although he started his professional sportscar career with a bang really; first in the 1958 Nurburgring 1000Km with Stirling Moss and second in the Tourist Trophy at Goodwood with Roy Salvadori in works Aston Martin DBR1’s.

But he was such a busy boy in the 1960’s he simply didn’t have the time for sporties; driving and testing Coopers, then forming Motor Racing Developments with Ron Tauranac. Brabham Racing Organisation entered and raced the F1 cars, he had garage and conversion businesses, ghosted magazine articles and depending upon the season raced in F1, F2, Indy not to forget the 7 or 8 Internationals/Tasman Series events he did in Australasia in January/February. Commercially it also made sense, other than the BT8, MRD didn’t build sportscars, so why not focus on what you sell?

So, his events in two seaters are relatively rare in the pantheon of his long career, a good obscure topic for an article actually!

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Monaco collage 1970, 2nd in the race won by Jochen Rindt’s Lotus 49D Ford. Brabham BT33 Ford (Schlegelmilch)

1970 was his ‘last racing season’ though. He had promised his wife Betty he would retire at the end of 1969 and having got the ‘leave pass’ which was pretty much forced upon him when Jochen Rindt decided to stay at Lotus, had one of his busiest season in ’70.

Jochen told Jack he was returning to Brabham but changed his mind when Colin Chapman made him an offer too good to refuse. So Jack raced on, a rethink forced upon him as by that stage no other number 1 drivers were available. So Jack made every post a winner; he raced F1, F2, Indy and most of the endurance events Equipe Matra Elf contested in 1970.

It wasn’t a ‘cruise and collect’ year for Jack though, he was still razor sharp, famously winning the season opening South African GP in Tauranac’s first monocoque F1 car, the Brabham BT33. He lost Monaco to Rindt after a last lap fumble under pressure from Jochen and the British GP to Jochen again, when, leading and driving away from the Austrian’s Lotus 72, he ran light on fuel, an error ‘credited’ to Ron Dennis, then his mechanic.

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Nice portrait of Jack at LeMans in 1970; at 44 he was as fast as the ‘quicks’ of the era, anyone who can hang onto Rindt at the peak of his powers is not too shabby, at 44 Jack was still ‘up there’ to say the least (Getty)

Brabham spoke about the pleasure of just ‘rocking up to drive for Matra’ in the biography he wrote with Doug Nye; ‘…to drive a car someone else had to develop and prepare was a rare luxury, which i really enjoyed’.

In 1970 Matra contested the Daytona 24 Hours and Sebring 12 Hours in America, then in Europe the Brands Hatch and Monza 1000Km events and of course the Le Mans 24 Hours in June. They elected not to race Targa, the Spa and Nurburgring 1000Km events and the championship season ending Watkins Glen 6 Hour back in North America on 18 October.

The endurance championship that year was dominated by the 5 litre, 12 cylinder Porsche 917 and Ferrari 512S, the dominant ‘small car’, the 3 litre Porsche 908/3 which mopped up the events on circuits so suited; Targa and Nurburgring.

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Brabham in the MS650 he shared with Jean-Pierre Beltoise to 12th, Pedro Rodriguez beat the rest of the field in a blinding Porsche 917 display . Brands 1000Km 1970 (Schlegelmilch)

 

Matra’s primary 1970 tool was an updated 1969 Matra MS650, the new MS660 made its debut in the hands of Jean-Pierre Beltoise and Henri Pescarolo at Le Mans. The car raced at the Sarthe by Brabham and and Francois Cevert was the earlier MS650, both cars retired with engine failure within 3 laps of each other (laps 79 and 76 respectively)

Brabham was paired with Cevert at Daytona, the duo bringing the V12 engined car home in 10th place, the race run on 31 January/1 February 1970. Brabham didn’t contest the next round at Sebring, ‘his car’ paired Dan Gurney with Francois in a one-off drive. Henri Pesccarolo and Johnny Servoz Gavin achived the best championship Matra result for the season in 4th place, the race won by the Ferrari 512S of Ignzio Giunti, Nino Vaccarella and Mario Andretti.

The Brands Hatch 1000Km on April 12 was a famous demonstration of driving mastery by Pedro Rodriguez, the Mexican sportscar ace flinging his demanding, fidgety 5 litre Porsche 917K in the wet as though it were a Merlyn Formula Ford from one of the support races. Jack was paired with JPB, the duo were 12th.

At Monza later in the month the duo were 5th in the race won by the Rodriguez/Kinnunen JW Automotive Porsche 917K.

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Brabham ahead of a Lola T70 Mk3B Chev, Montlhery 1970 (Jarnoux)

With the Manufacturers Championship decided in Porsche’s favour from Ferrari and Alfa Romeo the Montlhery race was a chance for Matra to win in front of its home crowd.

The annual enduro wasn’t a Manufacturers’ Championship round, as stated above, but always had a good amateur entry. Matra entered two cars, the Linas-Montlhéry circuit only a few miles from its Velizy home base. Both cars were MS660’s, Beltoise and Pescarolo, drove a ‘sprinter’ variant, lightened a lot compared to Le Mans spec. The weight loss was achieved by deletion of lights, the charging system and the use of a Hewland gearbox rather than heavier, stronger ZF unit. The engine was the GP variant of the V12, able to use 11,000 r.p.m. against the normal 10,500 r.p.m. endurance limit. The other heavier ‘Le Mans spec’ car was driven by Jack and Francois.

There was no factory opposition to Matra but the Martini International Racing Team/Team AAW, had a 917 Porsche driven by Gerard Larrousse and Gijs van Lennep, as well as their Porsche 908’s, piloted by Rudy Lins/Helmut Marko and Claude Ballot-Lena/ Guy Chasseuil, the other 29 cars were private entries.

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‘MotorSport’s’ race report said; ‘A circuit of 7.821 kilometres long was used, comprising half of the banked track, with chicanes at each end of the banking, and part of the road course, and the race was over 128 laps and was run in warm and fine weather. Beltoise set the pace with the lightened Matra 660 and only van Lennep proved to be any sort of challenge, but the 917 engine broke early in the race leaving the Beltoise/Pescarolo car unchallenged. Robbed of his drive in the 917, Larrousse took over the 908 of Ballot-Lena/Chasseuil, and after a slow start Brabham and Cevert moved up into second place.

The leading Matra ran into trouble with its Hewland gearbox, due to the oil breather system not being right, and after some delays at the pits the car was forced out of the race by horrid noises in its transmission, this letting the second Matra take command. In second place was the carefully driven, privately-owned Ferrari 512S of the Spaniard José Juncadella, with the young French driver Jabouille as his partner. In spite of retiring, the lightweight Matra was classified in fourth position’.

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Matra MS660…

The MS630/650 had multi-tubular spaceframe chassis, the 660 one of Velizy’s famed aluminium monocoques clothed in a very sexy, swoopy aerodynamically clean and efficient Spyder body.

The 2993cc 60 degree, all aluminium, quad cam, 4 valve, Lucas injected V12, ever evolving in detail spec, engine was a common element of both cars and gave circa 400bhp. The ZF 5 DS25 5 speed gearbox was also a common element although the Hewland FG400 unit was also used.

Ventilated brakes used ATE calipers, steering was Matra rack and pinion, the suspension period typical; upper and lower wishbones and coil spring/shocks at the front and single top link, twin parallel lower links, two radius rods and coil spring/shocks at the rear. Adjustable roll bars front and rear. Weight was circa 700Kg dependent upon spec.

Credits…

MotorSport December 1970, Patrick Jarnoux, Rainer Schlegelmilch

Tailpiece: Francois Cevert caressses the sleek, swoopy MS660 around Montlhery, 1970…

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Johnny Servoz-Gavin poses with a Talbot-Lago T26, Paris in early 1970…The photo is a PR shot to promote the ‘First Racing Car Fair’.

By the end of 1969 with a European F2 Championship and two strong F1 performances in 1968 under his belt; front row at Monaco and second place at Monza in a Matra MS10, Johnny Servoz-Gavin was in the minds of some ‘The French Driver Most Likely’. But by the end of the 1970 Monaco GP weekend he had failed to qualify and retired from the sport. Few flames have shone so brightly and been extinguished so soon…

Born in Grenoble of parents who owned a local bar, Servoz-Gavin became ‘Johnny’ from his days as a teenage ski instructor on the slopes above his home town. With long blond hair and an easy manner that ‘slayed the babes’, he developed a playboy image which stuck with him throughout his career.

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On a canal boat in Paris 1970 with actor Olga Georges-Picot (Getty)

Inspired by the exploits of René Trautmann and Robert Neyret, Servoz-Gavin commenced rallying after driving his Simca Oceane and Dauphine Gordini with great abandon and speed on local Grenoble roads like his heroes.

In 1964 driving his Volvo, he contested various rallies including the Snow and Ice, the Lyon-Charbonnières and other events in Burgundy, the Ardennes and in Bordeaux. During the Bordeaux event former F1 driver André Simon noticed his on-circuit skill. René Cotton, director of the Citroen rally team, hired him as co-driver to Jean-François Piot for the Coupe des Alpes.

In January 1965 he contested the Monte Carlo Rally with co-driver Jean-Claude Ogier in a Citroen DS21, they passed through a terrible snowstorm on the side of Chambery finishing twelfth, the event won by the Cooper S of Rauno Aaltonen and Henry Liddon.

Johnny did a half a year at the Magny-Cours Jim Russell school in 1963 and at Montlhéry in the Lotus Seven of the Automobile Club Dauphiné-Savoie within the Ford-operation youth in 1964, these experiences giving him a greater taste for circuit racing.

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Servoz, Henri Grandsire and Roby Weber in 1965. Interested to know where and when and car details from any of you French F3 experts (G Gamand)

With the help of a friend, he enrolled in the Volant Shell organised by the Winfield School (formerly the Jim Russell School) at Zolder, Belgium. His engine misfired in the final, finishing second to Belgian Dominique Lledo. The Volant winner in 1965 was Roby Weber, who won the Alpine F3 prize for 1965. Undeterred but disappointed Johnny bought a Brabham BT15 Ford maintaining it himself with the help of Tico Martini, settling in a caravan at the Magny-Cours circuit near Tico’s workshop!

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Servoz looking cool despite the pressure! Volant Shell, Zolder 27 April 1965 (Faille)

The Brabham BT15 first appeared at championship level at Rouen on 11 July when Johnny was 8th. It was variously entered by Johnny, the Jim Russell/Winfield race schools with results as follows; Magny Cours DNQ, Montlhery 5th, Albi 3rd and finally the Coupe du Salon at Montlhery on October 3. The Matra factory F3 pilots in 1965 were Beltoise and Jaussaud, (who finished first and second in the French Championship) a seat Johnny secured for 1966 given his performances during the season and end of season tests, a drive for a great team he sustained until the end of his career.

Jean-Luc Lagardère arranged the works F3 Matra drive, his faith in Servoz justified with a French championship win in an MS5 Ford. He won the title with consistency taking 3 wins, 2 at Montlhery and 1 at the Bugatti Circuit, Le Mans.

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JPB/Servoz Matra MS620 BRM 2 litre V8, Le Mans 1966. DNF gearbox on lap 26, the sports 2000 class was won by the Siffert/Davis Porsche 906, race won by the McLaren/Amon Ford GT Mk2 (Getty)

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(Friedman)

There was plenty of talent amongst the French F3 grids that year including Peter Revson, Henri Pescarolo, JP Jaussaud, Piers Courage, Chris Irwin, Jonathon Williams, Wilson Fittipaldi, Allan Rollinson, JP Beltoise and many others.

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JSG at Montlhery 25 September 1966, victorious in the F3 ‘Coupe de Paris’ Matra MS5 Ford, Pesca in another MS5 2nd and Chris Lambert, Brabham BT15 Ford 3rd (unattributed)

He contested Le Mans for the first time in a Matra and was a member of the company’s sportscar squad until the end of his career. In 1966 the MS630 was 2 litre P56 BRM V8 powered, the car failed to finish with gearbox dramas, JPB shared the drive.

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Denny Hulme won the 1967 Monaco GP in his Brabham BT20 Repco, his first win. JSG plopped his F2 Matra MS7  FVA 11th of 19 cars on the grid, 7 slots in front of JPB in a similar car. Servoz DNF with fuel injection dramas, it was valuable circuit practice for 1968…(Getty)

In 1967 he drove a Matra MS7 Ford FVA car in the Monaco GP, qualifying a sensational 11th but failed to finish with fuel injection problems on lap 4.

Still not finished with rallying, he participated again in the Monte Carlo Rally in early 1967 with Francois Janin in a Matra Djet but failed to finish the event won again by a Cooper S, this time crewed by Timo Makinen and Paul Easter.

In sportscars he contested Le Mans and again failed to finish, this time the MS630 BRM had an oil pipe fracture giving Servoz and JPB an early finish to their weekend.

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Johnny ahead of the Klass/Sutcliffe factory Ferrari P4 DNF during Le Mans 1967 won by the Ford Mk4 of Gurney/Foyt. The Matra BRM DNF with an oil pipe problem, JPB the co-driver. Prototype 2000 class won by the Siffert/Herrmann Porsche 907 (unattributed)

Johnny’s main program in 1967 was the European F2 Championship. 1967 was the first year of the 1.6 litre F2 formula, the era (1967-71) dominated by the Ford (5 bearing Cortina block) Cosworth FVA 210bhp, 4 valve, Lucas injected engine. The Matra factory pilots were Johnny and JPB in the MS5 and later MS7 monocoque chassis.

Jochen Rindt was the dominant F2 driver of the decade, and whilst a regular race winner, he like the other ‘graded drivers’ was ineligible for championship points. The beauty of the class was ‘young thrusters’ like Jean Pierre and Johnny could test their mettle against the established GP aces of the day who ‘moonlighted’ in the class. In those days the top pro’s needed to race outside F1 to be paid start and prize money to supplement their GP incomes which were decidedly skinny by the standards on the later 70’s and beyond. By the dawn of the 70’s F1 driver contracts were becoming more restrictive to preclude the sorts of activities which cost Servoz his career…

Johnny had a strong first year in the MS5, his results as follows; Rome GP, Vallelunga 3rd, GP Spain, Madrid 4th, 5th’s at the Madrid GP at Jarama and Mediterraneo GP Enna. 6th at the Pau GP early in the season, 8th’s at Crystal Palace, Rouen GP, Tulln-Langenbarn, 10th at Zolder, 11th at the Albi GP and DNF’s at Montjuic, the Eifelrennen, and Reims and Zandvoort GP’s.

Jacky Ickx won the title in Ken Tyrrell entered Matra’s, MS5 and the later MS7 from Frank Gardner’s works Brabham BT23 and Beltoise’ MS5/7. Servoz was 7th with Piers Courage, Alan Rees and Chris Irwin in fourth to six places.

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Servoz in the Crystal Palace paddock in June 1968. DNF in his Matra MS7 Ford, Jochen Rindt won the race in a Brabham BT23C Ford (motorsportfriends.ch)

Servoz-Gavin’s dazzling talent was on full display during a couple of drives substituting for Jackie Stewart in Ken Tyrrell’s Ford Cosworth DFV powered Matra MS10…

Jackie Stewart was forced to miss the race with a damaged wrist ligament as a result of a Jarama F2 shunt and was out for a month. JPB stood in and raced the Matra Ford in Spain but Jean Pierre was debuting the new V12 engined Matra MS11 at Monaco so Servoz-Gavin was offered the drive after Ken Tyrrell conferred with his sponsor, Elf.

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MS10 ‘T-Car’, early practice, Monaco Station Hairpin, 1968 (Schlegelmilch)

What a baptism of fire, it was Johnny’s first ever drive of a 3 litre 400bhp machine on the most demanding circuit of all in terms of 200 miles of sustained accuracy! The degree of difficulty was high, the power delivery of the early DFV, until Jack Brabham got hold of the fuel cams notoriously abrupt, JSG was to learn the nuances of the Cossie in the most unforgiving of environments.

Denis Jenkinson’s MotorSport race report captures both the atmosphere and Johnny’s spirited, confident approach wonderfully;

‘As practice got under way it was difficult to know which way to look or which way to listen, with the fantastic sound of the V12 Matra engine, the V12 Honda and the V12 Eagle. The slightly less raucous noise of the V12 B.R.M. engines, the efficient sound of the Cosworth V8 engines, and all that was missing was the sound of the 4-cam Repco V8 from its two megaphone exhausts. All this echoing off the rock faces and hotel fronts made the most incredible noise that seemed to lift you off the ground with excitement. Quite soon most drivers were accelerating, sliding, braking and cornering with enormous vigour and the invited ones were out for a high place on the starting grid and the uninvited ones were out to make sure they were not the slowest or next to slowest’.

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First time out in a 3 litre F1 Car! Johnny giving the throttle a tickle and displaying the delicacy of his car control, in Casino Square, Matra MS 10  Ford, Monaco 1968 (unattributed)

‘Servoz-Gavin and Beltoise were a joy to watch, their uninhibited handling of new cars with lots of horsepower being refreshing. The 12-cylinder Matra engine seemed to require keeping well up near its 10,000 r.p.m. limit, which kept Beltoise busy, but he looked to be enjoying himself. Servoz-Gavin was obviously happy to have such a responsive and powerful car as the Matra-Cosworth V8 and was really using its potential, not being afraid to give it full-throttle out of corners and travel a long way in an ‘opposite-lock’ power slide. Oliver was also showing up well on his first outing with a real Grand Prix car, but he was less spirited than the two French lads. The McLarens were riding the humps on the concrete of the promenade in a very impressive manner, but Rindt’s Brabham-Repco V8 looked terrible, its front suspension too hard, though the driver seemed oblivious to it’.

‘Servoz-Gavin made the excellent time of 1 min. 31.1 sec. with the newer and lighter Matra-Cosworth V8 on his first outing in a Grand Prix car…’

The start of the race, DSJ again; ‘Hill seemed a bit jumpy and began to creep forward and Chiron warned him to ‘hold it’ so that when the flag dropped he was beaten away by Servoz-Gavin who roared away in a perfect start to lead the pack up the hill from Saint Devote. This was the big moment for the young French driver and he made the most of it, leading the opening lap in a cloud of dust and using all the road and a lot of the edges, and he was followed by Hill keeping a discrete distance away, so that Siffert, Surtees and Rindt were close behind him. Only fourteen cars completed the first lap for in the tunnel McLaren slid outwards, probably on petrol overflow from a car ahead of him (because oil overflows should be in the catchtank!) and his left rear wheel hit the guard rail and bent the suspension…’

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Wow! Thats a lead, Servoz pushing hard, too hard in reality, from the Hill Lotus 49 Ford 1st, Surtees Honda RA301 DNF and Siffert Lotus 49 Ford DNF (unattributed)

The courageous and brave Servoz-Gavin stayed out in front for three laps, followed by Hill, Siffert, Surtees and Rindt, and as they went away on their fourth lap Courage stopped at the pits with the fluid gone from the rear brakes of his B.R.M. and Scarfiotti stopped at the Cooper pits as he thought he only had neutrals in the gearbox…Meanwhile the moment of glory for the leading Matra had come to an end for the left-hand drive shaft broke in two, clean through the tubular part, the flailing ends breaking the top suspension link, and he limped into the pits to retire. (Johnny always insisted he never hit anything but onlookers at the chicane were adamant his car kissed the barrier upon exit) Hill now had a clear road ahead and he settled down to lead the race, but Siffert stayed with him’…Jo’s Lotus ZF gearbox failed leaving the lead to Hill in the first of the Loti fitted with a Hewland DG300 gearbox, which he held to the races end.

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Onlookers say he boofed the fence, Johnny said he didn’t touch it, the result the same, DNF. Sits up high in the thing, doesn’t he?! (unattributed)

Importantly, JSG had popped down an amazing marker, it was a GP debut only bested by Mario Andretti that season when he popped his Lotus 49B on pole at Watkins Glen albeit Mario was a ‘big car’, if not GP car driver, of considerable experience.

Nigel Roebuck was also at Monaco that 1968 weekend and recalled; ‘Servoz was one, it seemed to me then absolutely right for his time. If the name looked great on the side of the cockpit, so also the man looked the part. After an era in which too many grand prix drivers…were to be seen pushing prams around the paddock, Johnny had the free-wheeling ways of my childhood heroes. He was a throwback to Alfonso de Portago, a reminder that not all racing drivers lived like monks. Servoz emphatically did not live like a monk…a playboy then and something of a hippy too…Very louche in a James Dean kind of way but not contrived. Simply he seemed like a free spirit who had found the perfect job. The abiding problem was that he lacked the commitment to do justice to his talent’.

Jackie Stewart returned to the grid from the following race but JSG was offered the works Cooper drive at Rouen, the French Grand Prix, after Ludovico Scarfiotti’s death. The V12 Matra powered T86B was not as powerful or nimble a conveyance as the Matra but he popped it 15th on the grid, in front of Vic Elford in the other Cooper but retired on lap 15 after an accident on the greasy surface. This was the horrific race in which Jo Schlesser died in the experimental Honda RA302, the race surface awash with rain and all sorts of horrid liquid used by firefighters to quell the inferno.

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Servoz, Pescarolo, Beltoise, Matra boss Jean Luc Lagarde, Jackie Stewart 11 January 1968 press launch of the new quad cam, 4 valve, 3 litre injected V12 (Keystone)

The Matra V12 engine, ‘doubled up’ in both Grands Prix and Sportscar competition. JPB debuted the MS11, qualifying the powerful, peaky, screaming car a strong 8th and then retiring it after ‘kerbing’ it amidst the tight confines of the principality notoriously hard on anything less than absolute precision.

On the Monaco GP weekend in nearby Belgium, Henri Pescarolo and Robert Mieusset gave the V12 its endurance debut at the Spa 1000Km but it was a short weekend, the car retired on lap 1 with ignition failure.

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Matra MS630 3 litre V12 at Le Mans in 1968, Servoz-Gavin, Pescarolo (unattributed)

It was a whole different ballgame at Le Mans in a drive Johnny shared with Henri Pescarolo.

The performance of the new V12 engined MS630 at Le Mans in 1968 was one of those great ‘mighta been’s. The whole Matra team returned from the Canadian GP fitting LeMans, held that year on 28 September, between the Canadian and US GP’s.

The pair qualified 5th, the Siffert/Hermann Porsche 908 was on pole, not that it matters much given the classic events duration. From the start the car was into the pits after one lap to get the windscreen wipers working but after an hour they were 16th and after 8 hours in second behind the JW Automotive Ford GT40 which ultimately won in the hands of Pedro Rodriguez and Lucien Bianchi.

The rain poured down,  without wipers and whilst Johnny was pissed off, Pesca kept at it and did 3 stints in a row during the night, keeping the car in second or third. With a little over 4 hours to go he was up to second, the home crowd getting more and more excited…but at 11.49 am the Matra came in for a wheel change but a new tyre burst and the car caught fire. It was put out but the cars rear end was destroyed, a great effort at an end.

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Servoz, Le Mans 1968, 11th in terms of laps completed but not running at the finish (Klemantaski)

The Cooper F1 rides were shuffled amongst local drivers in the following GP’s but JSG’s speed was not lost on Ken Tyrrell who entered a second car for the speedy Frenchman in the 1968 Italian GP, at Monza. He qualified the car mid grid, 13th of 24 cars, 4 of which did not qualify.

After Stewart retired his Matra-Ford MS 10 with engine failure, Johnny kept his sister car in the thick of battle to the chequered flag and pipped the Ferrari 312 of Jacky Ickx for second place behind Denny Hulme’s McLaren M7A Ford. Johnny was dicing with Ickx and Rindt during the battle behind the reigning world champ. Exalted, and vastly more experienced company indeed. Ickx pitted for fuel in the final laps but it was a mighty fine performance by Servoz.

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2nd in the Italian GP 1968 behind Denny Hulme’s McLaren M7 A Ford, in ‘winged’ Matra MS10 (unattributed)

The circus moved on to Canada on 22 September, the race held at the very picturesque Mont Tremblant, JSG qualified 13th on this track new to him. He raced as high as 5th before spinning and retiring on lap 71, the race won by Denny Hulme’s McLaren again, all of which ensured the 1968 title would ‘go down to the wire’.

Johnny didn’t race at Watkins Glen but did so in the season ending, exciting mano-et-mano Mexican GP battle between Stewart and Hill after Hulme, the other championship contenders car retired with accident damage caused by a spin the result of a broken rear suspension mount. Then JYS had a fuel problem which dropped him back, he finished 7th, and the title was Hill’s.

JSG’ s race was far from certain. He hoped to race the spare Matra but his entry was only allowed by the organisers 2 hours before the race start; JSG practiced Elford’s Cooper when he arrived late for first practice, setting a quicker time than Bianchi in the other car. He did some laps in the spare Matra before JYS took it over having damaged his own car, in the end JSG qualified 16th with limited laps.

He raced exceedingly well, running as high as 4th before retiring on lap with ignition trouble very late in the race, on lap 57.

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Servoz contesting the F2 section of the German GP, Nurburgring 1969. He qualified his Matra MS7 Ford 15th but DNF, just behind Francois Cevert’, Tecno Ford. Ickx won in a Brabham BT26A Ford, F2 winner Pescarolo’s MS7  (unattributed)

By any assessment it had been a great start to his GP career, JSG appeared to have the world at his feet, perhaps the most promising of his generation of French drivers at that precise time. His lot for 1969 though was the European F2 championship and some F1 drives in the experimental 4WD Matra MS84, this direction, a blind alley for Lotus, McLaren, Cosworth and Matra, all of whom built all wheel drive cars, a story for another time.

Servoz-Gavin won the European F2 championship for Matra, he took three rounds in his MS7 Ford Cosworth FVA; the Madrid, Meditteranean and Rome GP’s at Jarama, Enna and Vallelunga respectively. Second and third in the championship that year were Hubert Hahne and Francois Cevert in Lola T102 BMW and Tecno 68 FVA.

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Winged F2 cut and thrust 1969 style; ‘BARC 200’, Thruxton 7 April 1969. Motor cycle champ Bill Ivy Brabham BT23C Ford DNF leads another car, then Tino Brambilla’s Ferrari Dino 166 6th and Servoz Matra MS7 Ford 5th (unattributed)

The grids were awash with both ‘graded’ drivers ineligible for F2 championship points and coming-men; Jackie Stewart, Piers Courage, JPB, Clay Regazzoni, John Miles, Jo Siffert, Jochen Rindt, Henri Pescarolo, John Watson, Graham McRae and Graham Hill to name a few.

In 1969 the Velizy team elected to have a ‘sabbatical’ from GP racing choosing to extensively redesign and develop their V12 for a renewed two car assault in 1970. JPB drove the Ford engined MS80 alongside Jackie Stewart during the Scots successful assault on the 1969 World Championship.

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Matra MS84 Ford at Silverstone, British GP, July 1969, where it was raced by JPB, here in practice its his ‘T-car’. Note beautifully strong, triangulated spaceframe chassis, inboard front brakes and, you can just see it, front driveshaft (unattributed)

In the ‘Year of The 4WD GP Car’, a story for another time, JSG both tested and raced the MS84 Matra 4WD car. Whilst the car looked similar to the MS80 it was totally different, the cars chassis a multi-tubular steel spaceframe of similar quality of design and construction as the companies monocoques. I will write a separate article about MS84, in layout it was similar to the Lotus 63 and McLaren M9 in mounting the Ford Cosworth DFV V8 engine was ‘back-to-front’ with the gearbox directly behind the driver. The Ferguson transmission and other necessary additions made the car circa 10% heavier than the MS80.

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Matra MS84 cutaway drawing showing the 4WD cars essential elements; beautifully made heavily triangulated and braced spaceframe chassis, Ford Cosworth 3 litre DFV mounted ‘arse about’, Ferguson transmission, inboard brakes front and rear (unattiributed)

The MS84 appeared first at the Dutch GP in June where it was practiced but unraced by Stewart. It was also tested amongst the Dutch sand dunes a week before the race. The Lotus 63 was also practiced but Rindt would not have a bar of it, plonking his Lotus 49B Ford on pole after returning to racing post his monster Spanish GP shunt the result of rear wing failure. Hills car was also destroyed as a result of the same failure, he was unable to flag Jochen down before the wing failed at the same point on the Barcelona circuit the following lap.

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Ken Tyrrell’s Matra International equipe in the Clermont Ferrand paddock, French GP July 1969. In the foreground is the spaceframe, 4WD Matra MS84 Ford, practiced by Jackie Stewart, the other chassis’ are the Stewart/Beltoise MS80’s, Stewart the race winner (Schlegelmilch)

Naturally the MS84 also appeared at Clermont Ferrand for the teams home race but again whilst the car was practised it was not raced. Stewart ran the car on the second day of practice lapping the magnificent, challenging Charade road course in 3:6.3 compared with his best in the MS80 of 3:0.6. Stewart won the race from Ickx in a Brabham BT26 and JPB in a wonderful event for Matra.

The car was finally raced in the British GP at Silverstone when JPB was forced to use the car upon Stewart taking over his MS80, the Scot having spun his car at high speed after a tyre failure entering Woodcote at around 150mph, he later won the race with JPB bringing the MS84 home in 9th.

The MS84 wasn’t run at either the Nurburgring or Monza. JSG contested the German GP, racing his F2 Matra MS7 in the F2 class, DNF amongst the big engined cars.

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Johnny on the way to 6th place at Mosport and the first points for a 4WD GP car , Ickx won the race in a Brabham BT26A Ford (unattributed)

At Mosport Johnny was entrusted with the MS84 for the first of three ‘away North American’ races in Canada, the US and Mexico. The bias of the cars drive from front to rear was gradually dialled out of the car (that is progressively less to the front) exactly how much a point of contention, but by Mexico it’s said the car was a RWD car, albeit a rather heavy one!

In Canada Servoz-Gavin put the car on the 6th row on 1:21.4 compared with the 2WD MS80’s of Beltoise and Stewart, both of whom recorded 1:17.9, Ickx and Brabham were 1/2 in BT26 Fords but Johnny persevered with the car and in a steady, careful drive brought it home 6th; achieving the first championship point for a 4WD car, ever.

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JSG 7th but non-classified in the 1969 USGP at Watkins Glen, the race won by Rindt’s Lotus 49B Ford (unattributed)

At Watkins Glen on 5 October Jochen Rindt finally broke through and won his first Championship GP aboard his Lotus 49B Ford.

In practice, in rainy, foggy conditions tailor made for 4WD even Jackie Stewart and Mario Andretti in MS84 and Lotus 63 respectively were slower than conventional cars. Ultimately the traction solution sought by engineers was provided by improvements in tyre technology and the understanding of aerodynamics as they applied to F1 cars wings; both cheaper and simpler solutions than the complexity of 4WD in the absence of electronics which was the great 4WD leap forward of a decade or so later.

Johnny qualified the heavy, complex car on the second last row and again brought it home, this time in 7th place.

In Mexico he was 5 seconds adrift of Stewart in the fastest MS80, but again he finished, 3 laps behind winner Denis Hulme’s McLaren M7A Ford in 8th place.

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JPB looks on as Servoz is about to head off for some practice laps in the Nanni Galli/Robin Widdows car at Le Mans in 1969, 7th. Servoz shared #34 with Herbie Muller, DNF lap 158 with an electrical short circuit. Race won by the Ickx/Oliver Ford GT40  (Universal)

Servoz was again part of Matra’s sportscar squad and contested Le Mans in an MS630/650 with Herbie Muller, his run of bad luck in the classic event continued, this time retiring with electrical problems. With Jean Guichet he raced the Monza 1000km, DNF fuel feed and the Watkins Glen 6 Hour and Osterreichring 1000Km where he was paired with endurance ace Pedro Rodriguez for 4th and DNF after an accident respectively. That year Matra ‘ramped up’ their sportscar program, the success of which finally came in the years 1972-4.

In a strong 1969 season JSG impressed with his results in F2, endurance racing and in F1 where he played a key team role with the MS84. For 1970 Matra returned to F1 with their own V12 powered MS120 machines, with Ken Tyrrell racing customer March 701 Fords. The circumstances of this change from the Matras with which the Tyrrell team had so much success, to the March is explored at the end of my article on the Matra MS80, rather than repeat it all here;  https://primotipo.com/2016/07/01/matra-ms80-ford/

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Servoz in the Matra MS650 he shared to 4th with Pedro Rodriguez in the Watkins Glen 6 Hour in July 1969, the Siffert/Redman Porsche 908/2 won the race (unattributed)

The 1970 Matra GP rides went to Beltoise and Pescarolo, it was an easy decision for Ken Tyrrell and sponsor Elf to pick JSG to partner Jackie Stewart in the March 701 Fords with which the great entrant started the 1970 season.

I’ve always thought the chassis somewhat maligned given it won the Spanish GP in JYS hands and Non-Championship ‘International Trophy’ at Silverstone in Chris Amon’s, although it took these two, ‘Top 5’ drivers at the time to extract everything possible out of the car. Suffice it to say that whilst Servoz wasn’t in the quickest car in 1970 he was in far from the slowest, so he looked forward to the season with great optimism.

The damage to his career, the end to it in fact was done during the off-season winter when the plucky Frenchman damaged an eye in a ‘semi-rally’ event for vehicles such as Jeeps and Land Rovers. In a simple, no pressure, amateur, fun event run in a woodland, a small branch caught him in his right eye. He was aware of the possible consequences for his career and initially said nothing about it. He was treated in hospital and then awaited recovery spending most of his time in a darkened room for 5 weeks…

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Servoz in the 4th placed Matra MS650 at Sebring in 1970, race won by the Giunti/Vacarella/Andretti Ferrari 512S (Galanos)

In 1970, Servoz raced with teammate Henri Pescarolo in the Matra 650 in the 12 Hours of Sebring, Brands Hatch 1000Km and the 1000 km of Monza finishing fifth, DNF with engine problems and sixth.

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Servoz in his brand new March 701, Kyalami 7 March 1970, DNF lap 57 after engine failure, Brabham won his last GP in a BT33 Ford (unattributed)

Despite a lack of pre-season seat time, and with the eye injury Servoz was 2 seconds adrift of Stewart’s identical March 701 the Scot popped on pole at the season opening South African GP at Kyalami. Jack Brabham won the race, his last GP win in his BT33, Johnny DNF with engine failure on lap 58.

Some observed that the old panache and pace had gone in the early races of 1970 but onto Madrid for the Spanish GP Servoz was only a second adrift of Stewart.

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Servoz goes thru the Ickx/Oliver conflagration. a deadly mix of a first lap accident caused by a BRM stub axle failure and lots of litres of Avgas. Jarama 1970. No serious injury, thankfully and miraculously in this accident (unattributed)

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Johnny at Jarama 1970, the sidepods of Robin Herd’s March 701 clear in this shot (unattributed)

Given his relative lack of testing and a DFV giving less power than Stewart’s, in practice at least he proved he could still be quick. Jackie won the race after the chaos caused by the fiery crash a consequence of the stub axle failure of Jackie Oliver’s BRM P153 and subsequent collision with Jacky Ickx’ Ferrari 312B, both of which went up in smoke full of fuel on lap 1. Johnny was 5th, 2 laps adrift of Stewart his last GP start and finish…

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Merde! I’m in trouble here. Servoz-Gavin deep in thought in this Rainer Schlegelmilch portrait during Monaco practice in 1970. March 701 Ford (Schlegelmilch)

Going to Monaco ‘he knew his peripheral vision was fundamentally and permanently impaired. Placing the car accurately for right handers was now impossible, for he had the impression he was putting a wheel off the road, when in fact he was still a few inches from the apex’ wrote Roebuck.

At Monaco in his GP debut in 1968 when he was a sensation with his speed he didn’t qualify and had a big accident in practice at the chicane. ‘I wasn’t enjoying it anyway, he said “and I thought back to Lorenzo Bandini’s accident at the same place three years earlier, he was burned to death”. By the end of the weekend, he had made his mind up to quit…”I told everyone I was retiring because I was scared. There was much more to it than that, of course but saying it that way avoided hours of discussion. I just wanted to break free, get away”.

Servoz departure of course created the opportunity for Francois Cevert, another story and another flame extinguished way too early but in a much more gruesome kind of way. Click here for an article on Francois early years; https://primotipo.com/2014/11/07/francois-cevert-formative-years/

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Servoz, Monaco practice 1970, Tyrrell March 701 Ford (Schlegelmilch)

Johnny found sailing as a passion after motor racing, he bought a 37 metre yacht and learned to sail properly by taking it across the Atlantic! “That was when I realised there was something else harder than F1, the sea! When things go wrong you can’t pull off by the trackside or go into the pits. You’re alone with the elements, it made me feel very humble but I loved it”.

In the early 1980’s Servoz was badly hurt when a gas canister exploded on his boat sustaining awful burns so bad that for a while it looked as though he would not survive, but he recovered and continued to sail.

Roebuck; ‘Who knows how good Johnny Servoz-Gavin really was, or what, had his eye sight not been damaged, he might have made of his grand prix career? Probably not too much, because he simply didn’t want it enough, it got in the way of the good life. Just on the evidence of that wet (1968) morning in Casino Square, though it seemed to me he had talent to throw away. Which, of course, is precisely what he did with it’…

Georges-Francis ‘Johnny’ Servoz-Gavin, born January 18 1942, died May 29 2006. Survived by his second wife Annicke and his son from his first marriage.

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Servoz circa 1968, Matra MS7 Ford F2 (unattributed)

Bibliography…

The Guardian, F2 Index, Automobile Year #17/18, MotorSport 1968 Monaco GP race report by Denis Jenkinson and September 2000 article by Nigel Roebuck,

Photo Credits…

Patrick Jarnoux, Rainer Schlegelmilch, Getty Images, Louis Galanos, G Gamand, Klemantaski Collection, motorsportfriends.ch, Eric Della Faille

Etcetera…

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Servoz, Talbot T26 friends and Matra MS7 Ford FVA F2 (Patrick Jarnoux)

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Servoz MS7 FVA before the ’67 Monaco GP. You can just see Dan Gurney on the far right behind the gendarme, the red car is Bruce McLarens McLaren M4B BRM 4th and to the left is the butt of Dans Eagle T1G Weslake DNF (unattributed)

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Johnny in the Matra MS630 BRM, Le Mans 1967 (Friedman)

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Servoz bi-winged Matra MS7 Ford en-route to 6th in the April 1969 ‘Eifelrennen’, Nurburgring Euro F2 round. Race won by Jackie Stewart;s similar car (unattributed)

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Servoz-Gavin in the MS84 at Mexico City in 1969, th in the race won by Hulme’s McLaren M7A Ford (unattributed)

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Three glamorous celebrities of the era; Johnny Servoz-Gavin, Brigitte Bardot and Francois Cevert, racing car show 1970 (unattributed)

Tailpiece: Johnny and Ronnie Peterson swapping notes on March 701 chassis set up at Monaco in 1970: For Johnny its his last GP meeting at 28, for Ronnie his first at 26. 1970’s grids should have had these two slugging it out, fate is such an unforgiving thing all too often…

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(Schlegelmilch)

 

 

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Max Stewart, Niel Allen & Leo Geoghegan (L>R) , Easter Bathurst, 1969 (Wayne McKay)

Start of the ‘Gold Star’ race Mount Panorama, Easter 1969…

In the Good ‘Ole Days there used to be two meetings a year at Mount Panorama- Easter when the Gold Star race was the feature and of course the ‘Taxi’ classic later in the year.

Then the Gold Star, the Australian Drivers Championship meant something. A lot in fact, it was won down the decades by some great, world class drivers including Lex Davison, Stan Jones, Bib Stillwell, Spencer Martin, Kevin Bartlett, Frank Matich, John McCormack, Max Stewart, Alfredo Costanzo and many others. These days it does not have the same cachet and tourers dominate in Australia. Sadly.

This photo was posted on Facebook by Wayne McKay and shows the grid of the 1969 Gold Star event.

Leo Geoghegan is on pole in his evergreen, white, ex-Clark Lotus 39 Repco…

Alongside is Niel Allen in his ex-Piers Courage McLaren M4A Ford FVA (European F2 car) Max Stewart, having joined Alec Mildren’s team that year, is at the wheel of the yellow Mildren Waggott TC-4V in which he would have so much success over the following 3 years. The Mildren was a car built by Rennmax’ Bob Britton on his Brabham BT23 jig.

The red car on the second row is John Harvey in Bob Jane’s Brabham BT23E Repco, repaired after his huge Bathurst prang the year before caused by upright failure. The light blue car is Queenslander Glynn Scott in a Bowin P3 Ford FVA, a wonderful monocoque chassis car, one of three P3’s, built by John Joyce in Sydney- Joyce not long before having returned from a longish stint as an engineer at Lotus.

The red car towards the rear of the grid, on the fence side of the track is Jack Brabham in his Brabham BT31 Repco- the last of the ‘Tasman’ Brabhams. Jack was making a rare Gold Star appearance in the F3 based car built for his 1969 Tasman Series campaign, but which could not be unloaded from the ship from the UK due to a ‘Wharfies’ strike- and therefore only raced in the final Sandown Tasman round- the Australian Grand Prix won in fine style by Tasman Champion Chris Amon in a Ferrari 246T.

The BT31 was the lowest mileage Brabham ever built, it raced at Sandown and then Bathurst ‘in period’. The 2.5 litre ANF1 was in its dying days, Repco were unable to sell it. Years later, after being a Repco display car Rodway Wolfe acquired it, eventually it commenced its second career as an historic racer in William Marshall, and then in Bib Stillwell’s capable hands.

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Jack Brabham Brabham BT31 Repco , Bathurst Easter 1969 between ‘Skyline’ and ‘The Dipper’. He tried the car both bi-winged and with rear wing only during practice, racing the car as shown. BT31 a one off car based on the F3 BT28. Repco 2.5 litre ‘830 Series’ SOHC, 2 valve V8, circa 295 BHP @ 9000 RPM (D Simpson)

The Tasman 2.5 Formula…

The Mount Panorama grid shows just how poor our domestic fields had become as the 2.5 litre formula came towards its end.

The Tasman 2.5 litre Formula commenced in 1964 in Australia and New Zealand. The Tasman Series, eight events initially- four in both Australia and NZ over two months in the southern Summer was well attended by works or semi-works cars from BRM, Lotus and Ferrari running 2.5 litre variants (bored versions of their 1.5 litre F1 engines out to about 2 or 2.1 litres, or ‘de-stroked’ versions of their 3 litre F1 engines) of their F1 engines.

Local competitors could, on more or less equal terms, compete with the internationals using cars in the early Tasman years powered by the Coventry Climax 4 cylinder FPF engine, dominant in the final years of the 2.5 Litre F1, and later on, from 1967, Repco’s Tasman V8’s which were available to anyone with the cash.

As the sixties went on it became harder to attract the European teams to the Tasman as the F1 season became longer and local competitors, other than a small number of teams, struggled with budgets to run a Repco.

Mind you, support in open-wheeler racing in Australia, whatever the era had always been a problem. It was time, in all the circumstances to consider a new ANF1.

CAMS were vacillated between 2 litre F2, to commence in Europe in 1972 and Formula A or Formula 5000, which used ‘stock block’ American V8’s which commenced in the US, but had ‘taken off’ in the UK in 1969.

CAMS announced the change to 2 Litres, which made sense as Merv Waggott’s engine had already proved competitive. Under pressure from Ford, Holden and Repco, all of whom had commercial interests in the V8’s introduced into Australian road cars in preceding years- ultimately and controversially in some quarters, F5000 became the new ANF1 from 1971, with the 2.5 Litre cars legal in the 1970 Tasman, F5000’s first Tasman season.

Jack came to Australia over Easter 1969 to fulfil his final series of commitments to Repco, as a non-resident he was ineligible for Gold Star points, either way he was a welcome addition to the thinning Gold Star grid.

He was a busy boy in April and May too.

He was at Bathurst in April, raced in the Spanish and Monaco Grands’ Prix in Barcelona and Monte Carlo on May 4 and 18, also practising, qualifying and then racing at Indianapolis on May 30. Indianapolis itself occupied a big chunk of May.

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Jacks car for the Indianapolis 500 in 1969 was the BT25 built the year before. In 1968 they (3 cars built by MRD) were raced throughout the season by Jack, Jochen Rindt and Masten Gregory. Repco ‘760 Series’ 4.2 litre normally aspirated, alcohol fuelled V8, circa 500BHP @ 8500RPM. Hewland GB300 gearbox, chassis using sheet aluminium as a stressed member for the first time in a Brabham.

Jack engaged Peter Revson to drive the other BT25, the cars were powered by big 4.2 litre normally aspirated, alcohol fuelled ‘760 series’ Repco V8’s, close cousins of the F1 ‘860 Series’ engines which had given so much grief in 1968.

AJ Foyt was on pole at 170.568 MPH, with Jack on 163.875MPH, Revvie squeaking into the field as slowest qualifier at 160.851MPH. Revson showed his class in the race won by Andretti’s Hawk Ford, finishing fifth whilst Jack had ignition failure.

The cars were competitive that season Revson winning a race at Indianapolis Raceway Park later in the season.

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Jack Brabham and Peter Revson at Indianapolis 1969

High Wings…

Looking at the Bathurst cars the high-wings stand out, pun intended.

They had grown larger and higher over the previous 12 months, developments in F1 emulating the wings used first by Chaparral on their Can-Am and World Sports Car Championship cars.

Things were about to change though after numerous failures to wings and their mounts- Jochen Rindt and Graham Hill both experienced near catastrophic failures of the wing mounts on their Lotus 49’s in Barcelona on May 4. The FIA acted decisively at Monaco, banning high wings in all classes globally after Monaco GP practice. There on Saturday, gone on Sunday.

Jack experimented with bi-wings in Bathurst practice, but had fuel feed problems problems so he qualified well back He settled for a wing on the rear, and went sans aero-assistance on the front for the race.

The fuel delivery problems were alleviated with the installation of the electric fuel pump from Repco Director, Charlie Dean’s Lancia and an on/off switch to avoid flattening the cars battery.

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Rodway Wolfe’s shot of Jack in practice, here with both front and rear high-wings, Mount Panorama, Easter 1969 (Rodway Wolfe)

The skinny grid looked even thinner by the time the cars appeared out of ‘Murrays’ and onto pit straight at the end of lap 1- Max Stewart and Niel Allen had a territorial dispute going into the Dipper tangling and neatly parking nose to nose high above the Bathurst Plains below.

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Niel Allen #2 and Max Stewart neatly parked high on the mount…’The Dipper’. McLaren M4A and Mildren Waggott respectively, Max extricating all 6’4” from the Mildren. Superb shot shows both the height and elevation of Mount Panorama (John Arkwright)

Jack cantered way and won the Bathurst Gold Star race, his last win in Australia, but one?…

Brabham retired from F1 at the end of 1970, but let’s come back to that in a little bit.

In 1971 Bob Jane promoted a Formula Ford ‘Race of Champions’ at Calder in August pitting some of the stars of the past and present against each other.

Kevin Bartlett, Frank Matich, Bib Stillwell, Alan Hamilton and Alan Moffat were amongst the drivers who took on Jack in his Bowin P4x. Jack Brabham Ford sponsored Bob Beasley who raced ‘Jacks’ car in the ‘Driver to Europe Series’, the Australian Formula Ford Championship that year. Brabham took the car to victory to much public acclaim…no way were one of the locals going to beat him having just retired!

So that little known FF event, I think, was JB’s last ever race win?

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Formula Ford ‘Race of Champions’. Calder August 15 1971. # 6 Bib Stillwell Elfin 600, in his old helmet!, #1 Jack Brabham Bowin P4x, # 7 Unknown Elfin 600, and the obscured car alongside Jack is Frank Matich in an Aztec. Trivia is that car # 6 is the Elfin 600 raced by Larry Perkins to win the FF Championship in 1971, Mike Stillwell raced the sister BS Stillwell Ford # 7 entry in the same Championship (Unattributed)

Jack ‘came back’ and did some touring car events in the mid- seventies including the Bathurst 1000 several times and even shared a Porsche 956 in the World Sports Car Championship race at Sandown in 1984, but I reckon that FF win was his last.

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In a promotional coup, Jack Brabham and Stirling Moss shared a Holden Torana L34 in the 1976 Bathurst 1000. Unfortunately the car had a driveline failure and was hit up the ar$e badly damaging the car. Patched together, the pair put on a show for the crowd but the car did not finish (autopics)

 

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# 56 Porsche 956 driven by Jack Brabham and Johnny Dumfries in the Sandown 1000 round of the World Endurance Championship in 1984. The car was a camera vehicle, and again a promotional coup but still competing, although suffered rear suspension failure so was a DNF. Brabham and Alan Jones careers did not overlap in F1 but both Australian World Champs competed in this race, Jones sharing another Rothmans Porsche with Vern Schuppan, also DNF. It was Jack’s first experience of a ground effect car, at 58, quite different to the last ‘serious car’ he drove, the Brabham BT33 Ford in which he finished the Mexican GP in 1970, he acquitted himself well (Pinterest)

 

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Whats it like out there Jack? It was a hot weekend, the challenge of the powerful ground-effects Porsche must have been considerable but Jack drove for over 2 hours in total, the car eventually failing. Whilst in works Rothmans colours it was a Richard Lloyd Racing 956

F1 in 1970…

These days F1 is all about youth, drivers start in Karts, some are in F1 before the age of 20. Jack was 44 when he commenced his last season and was incredibly competitive at an age F1 drivers these days are long since retired. It was to be a very full season for Jb in a large number of categories.

He won the season opening South African GP, made a last lap mistake at Monaco under pressure from Jochen Rindt whilst leading and came second.

He also finished second to Rindt in the British GP at Brands Hatch as well having passed him and was pulling away before running short of fuel on the last lap.

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Brabham leading a gaggle of cars early in the Monaco GP 1970. Brabham BT33 Ford, Jean-Pierre Beltoise Matra MS120, Jacky Ickx Ferrari 312B, Denny Hulme McLaren M14A and one of the Lotuses…Jack led the race but Rindt gave the Lotus 49 its last victory in a phenomenal chase of Brabham, pressuring him into a last lap error into second place. Had Rindt re-joined Brabham for 1970, he enjoyed 1968 with them despite the foibles of the Repco ‘860 Series’ DOHC V8, instead of staying at Lotus Jack would have retired at the end of ’69 and Rindt, who knows? (Pinterest)

Brabham could have won the World Title in 1970 with a little more luck.

Mind you luck was in short supply that year, friends and former teammates, Bruce McLaren and Jochen Rindt as well as Piers Courage perished in 1970.

Grand Prix racing is the pinnacle and 1970 was a year of great depth. The grid comprised the established aces- Stewart, Rindt, Hill, Ickx, Hulme and Rodriguez, as well as young chargers in their first F1 year including Regazzoni, Peterson, Fittipaldi and our own Tim Schenken. Ferrari, Lotus, BRM, Brabham and March all won races in 1970 as well.

Ron Tauranac designed Jack a ‘pearler’ of a car for 1970. The team had been successful with space-frame chassis’ since it was formed. Chapman popularised the monocoque with his 1962 Lotus 25 but Brabham won championships in all formulae with their simple, user-friendly, easy to repair and forgiving cars. The latter was both a design feature and a function of Jack doing the final chassis settings before ‘sign-off’.

For 1970 monocoques had effectively been mandated by the FIA, new regulations demanded bag fuel tanks to improve the safety of the cars.

Tauranac’s first stressed-skin chassis was the BT25 ‘Indycar’ pictured earlier above. The BT33 could be said to be standard ‘Cosworth powered kit-car’- an aluminium monocoque, Ford DFV engine and Hewland gearbox were its essential elements, but it was a very good one, and was still very competitive in Tim Schenken’s hands in 1971.

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This shot is at Hockenheim 1970, Stommelen’s car in front (5th), Jacks (DNF) at rear. Essential elements are the ‘bathtub’ aluminium monocoque chassis. Front suspension by top rocker and lower wishbone operating inboard mounted coil spring/damper unit. Gearbox and rear suspension ass’y rolls away for the engine change minimising time spent especially on time consuming wheel alignment in the field..mechanics will still align the car mind you, but not as big a job! The more you look, the more you see (Pinterest)

Matra…1970

Jack had decided to retire due to family pressure at the end of 1969 when he had agreed terms verbally with Jochen Rindt to rejoin the team for 1970.

Jochen enjoyed his Brabham season in 1968 despite the problems with the ‘860 Repco’ engine but ultimately asked Jack to release him from his undertaking as a consequence of an offer from Lotus which was too good to refuse. Had that Brabham Racing Organisation course of events transpired history would of course been quite different- Rindt died at the wheel of a Lotus 72 at Monza and won the 1970 World Championship posthumously.

Jack told his wife Betty he would compete for one more year, putting everything into that last season, and not just F1.

He participated in the World Sports Car Championship for Matra competing at Le Mans in an MS650, a spaceframed car using an endurance version of the companies F1 3 litre, 48 valve V12. He shared the car at Le Mans with Francois Cevert, but did not finish with engine failure.

He also did the lead up events to Le Mans including Daytona, tenth with Francois Cevert, Cevert breaking into F1 that year. He shared a car with Jean-Pierre Beltoise at Brands and Monza finishing twelfth and fifth respectively.

1970 and 1971 were the years of the ‘5 litre monsters’ the Porsche 917 and Ferrari 512S, it was tough for 3 litre prototypes, Matra steadily evolved their cars to be the class of the field in 1973/4/5, but Jack enjoyed the season and having to simply to drive the car, not do literally everything else.

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In search of downforce…Brabham in the Matra MS650, Brands Hatch 1000Km, April 1970, 12th sharing the car with Beltiose (Pinterest)

And Indy…1970

Ron Tauranac adapted a BT25 monocoque car for the race using  a 2.65 litre turbo-charged 4 cylinder ‘Offy’ engine and Weissman gearbox.

Jack was classified thirteenth in the BT32 but had piston failure which carved the block in half. The race was won that year by Al Unser in a Colt Offy ‘Johnny Lightning Special’.

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Formula 2 in a Brabham BT30…1970

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Pau GP 1970 front row L>R : Jochen Rindt on pole Lotus 69, Francois Mazet & Jack Brabham both in Brabham BT30’s. Green helmet in the second row is Henri Pescarolo in another Brabham BT30 and alongside Clay Regazzoni, Tecno 69. All Ford FVA powered. Rindt won from Pescarolo and Tim Schenken, also in a BT30 (DPPI)

John ‘Nuggett’ Coombs was a longtime privateer entrant running Brabhams and in 1970 had a ‘dream team’ of Jackie Stewart and Jack sharing a Brabham BT30.

Jack competed at Pau, Rouen and Tulln-Langenlebarn (Vienna), his best result second in the latter meeting to the Ickx BMW 270.

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Brabham ahead of Jochen Rindt at Pau, France 1970. Jack DNF, Rindt winning the race in his Lotus 69 Ford FVA. The European F2 Championship was won in 1970 by Clay Regazzoni in a Tecno Ford FVA. Brabham is driving a Brabham BT30 FVA owned by John Coombs (Pinterest)

Tasman Series 1970 and Retirement…

The only series Brabham didn’t contest that he usually did was the Tasman Series in our Summer, his Matra campaign commenced on January 31 at Daytona. It was the first year of the F5000 Tasman series, albeit the 2.5 Litre cars were still eligible- maybe he figured it wasn’t worth the effort as MRD didn’t build an F5000 car at the time? Either way he spent February in Australia and kept the peace on the home front with Betty, sort of.

Graham Lawrence won the Tasman series that year with his ex-Amon Ferrari 246T, consistently running with and beating the more powerful but less nimble F5000’s.

If only Jack had dusted off the BT31 which won at Bathurst the previous April, fitted current tyres and wings maybe he would have won the Tasman Series, a cup missing from his mantelpiece?

Jack said in later years that he felt he had another three or four competitive years in him. He recounts to Doug Nye in his biography that his father, who had always been his strongest supporter within the family, and reinforced his decisions to continue racing, advised him not to reconsider his retirement during 1970 given the deaths which occurred that season.

At the end of 1970 Jack returned to Australia to a farm near Wagga, his Jack Brabham Ford dealership in Sydney and his aviation interests at Bankstown in addition to investments in the UK.

What can you say about this remarkable Australian which hasn’t already been said?

To my way of thinking he is Australia’s greatest sportsman ever. No other individual performed at the same level for so long, was as innovative as he was, and took on the best in the world and won, both in terms of his driving and in the deployment of Australian technology.

RIP Jack Brabham, thank goodness you did retire at the end of 1970- at the top, alive and in one piece.

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Jack Brabham, sans wings, Sandown Tasman practice 1969…BT31 ‘830’ surely a competitive mount in Tasman 1970 had he entered? (Flickr)

 

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Deep in set-up thought. Jack in his BT33 F1 car during Manaco 1970. ‘Jet Jackson’ fighter pilot helmet that he, Jackie Stewart and Piers Courage tried that year. Skiers goggles. No nomex gloves, leather, nice Rolex watch. Lovely shot which captures the essence of the guy i think!? (Getty Images)

Etcetera: Bathurst 1969…

bathurst

Jack Brabham , Bathurst practice Easter 1969. Brabham BT31 Repco ‘bi-winged’ in practice (Facebook)

 

bathurst 3

Brabham in the race which he won, sans front wing. Bathurst Easter 1969. (Facebook)

Etcetera: Calder FF Race 1971…

calder

 

calder

Brabham takes the spoils of victory…’Race of Champions’ Calder, Australia August 1971. Car is a Formula Ford Bowin P4X (Facebook)

Etcetera: F1 1970 and Brabham BT33…

bt 33 cutaway

Drawing of Ron Tauranacs’ 1970 Brabham BT33 Ford, Motor Racing Developments first ‘real’ monocoque chassis car

 

spain

Jarama, Spanish GP 1970. Avoiding the fire as a result of the Ickx/Oliver collision, both the Ferrari and BRM were destroyed but the drivers escaped an accident caused by a stub axle failure of the BRM (Pinterest)

 

monaco

Jack Brabham, Monaco 1970 . BT33 from above, wet Saturday practice (Pinterest)

 

rolf

Jack trying teammate Rolf Stommelens BT33 in Spain practice, both DNF in the race won by the March 701 Ford of Jackie Stewart (Pinterest)

Etcetera Matra…

daytona

daytona

Jack Brabham, Matra MS 650, Daytona 1970 (Nigel Smuckatelli)

Photo and Other Credits…

oldracingcars.com, Pinterest, Getty Images, ‘Jack Brabham with Doug Nye’, Nigel Smuckatelli, Dick Simpson, Wayne McKay, John Arkwright, Rodway Wolfe

Finito…